Railway-traffic-controlling apparatus



2 Sheets-Sheet l 1930. `H. A. WALLACE RAILWAY TRAFFIC GONTROLLING APPARATUS Ori'ginal Filed June 21. 1926 "NIVENTORZ` HIH.

Feb. 11

Feb.` 11,1930. H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS 2 Sheets-Sheet Original Filed June 21. 1926 fj 129 rm[12 INVENTOR lai Patented Feb. 11, 1930 Urrea stares rarer trice HERBERT A. WALLACE, OF EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH &` SGNAL OOIWIPANY, OF

TION OF PENNSYLVANIA S'WseSVALE, PENNSYLVANIA,`A (IORIE'ORA- RAILWAY-TRAFFICCONTROLLING APPARATUS Application filed .Tune 21, 1926, Serial No. 117,335. Renewed September 5, 1929.

My invention relates to railway traliic controlling apparatus, and particularly to apparatus of the type comprising means for supplying train `controlling `currents to the trackway and governing means on the train controlled by such currents. More particularly my present invention relates to the trackway portion of such apparatus.

In systems of the type described it is customary to supply the train controlling current to each track section from a source located adjacent the eXit end of the section, and when two parallel sections of track are connected by a cross-over, the cross-over must also be supplied with train controlling current in order that the control of the train carried governing means may be continuous. My present invention relates to apparatus for supplying train controlling current to a cross-over under the conditions described above.

I will describe several forms of trackway apparatus embodying my invention, and will then point out the novel features thereof in claims.

ln the accompanying drawings,vFig. l is a diagrammatic view illustrating one form of trackway apparatus embodying` my invention. Figs. 2 to 5, inclusive, are diagrammatic views illustratingl modified forms of the apparatus shown in Fig. l and also embodying my invention.

Similar reference characters refer to similar parts in each of the several views.v

Referring irst to Fig. l. the reference characters Aland B designate two parallel railway tracks over which traflic normally moves in the direction indicated by the arrows. The rails l and la of track A' are divided by means of insulated joints 2, into a plurality of successive track sections, only one of which, C-D, is shown in the drawing. In similar manner the rails l and la of track B are divided toform a plurality of track sections,` only one `of which, lil-F, is shown in the drawing. The two parallel `sections D-'E and E-F are connected by means of a cross-over Xl comprising two switches HA and HB. These switches may be operated, by means forming no part of my present invention, in such manner that when one switch is in its normal position as shown 1n the drawing, the other switch also occupies its normal position to permit traffic to move along `55 sections C-D and E-Fg but that when one switch is moved to its reverse position the other switch also moves into its reverse position to permit trallic to move from section E-F through the cross-over X into section f i C-D. A circuit controller K is operated by switch H^ so that when the switches ofthe crossover are in `their normal positions contact l517 of circuit controller is closed.

When the switches of the cross-over are reversed Contact -17 is open and contact l-l is closed. i i j Each track section of each of the stretches of track A and Bis provided with a track relay designated by the reference character ,r

R with an exponent corresponding to the l0- cation and connected with the rails adjacent the entrance end of the associated section. Each track section is also supplied with track circuit current from a suitable source such as' a batteryconstantly connected across the rails adjacent the exit end of the corresponding section and designated by the reference character L with a suitable distinguishing exponent.

Means are also provided for supplying alternating train controlling current t-o the rails of `each section. For this purpose each section is provided with a track transformer designated by the reference character T with an exponent corresponding to the location andhaving a secondary t connected across the rails of the associated section in series with the track battery L and the usual resistance G and reactance 7.- Alternating cur- 18 and 19, front contact 13 of relay RF, wire 20, contact 15-17 of circuit controller K, wire 21, primary 5 of the transformer TF, and wires 22, 23 and 24 back to secondary 11 of transformer G. Train controlling current is then supplied to the rails of section E-F. If relay RD is energized, train controlling current is supplied to the rails of section C-D from transformer TD, the primary circuit for this transformer passing from secondary 11 of transformer G, through wires 18 and 25, front contact 14 of relay RD, wires 26 and 27, primary 5 of transformer TD, and wires 28 and 24 back to secondary 11 of` transformer G. It will therefore be seen that when the switches of cross-over X occupy their normal positions, each section C-D and E-F is supplied with train controlling current if the relay for the section next in advance and for the same track is energized.

The rails of the crossover X are divided, by means of insulated joints 2, to form a subysection P-S. An auxiliary transformer TX has its secondary 8 connected across the rails adjacent the exit end of subsection P-S in series with an impedance 10, and this transformer supplies train controlling current to the rails 1 and 1a of the cross-over X. The primary 9 of transformer TX is provided with a circuit which may be traced from secondary 11 of transformer G, through wires 18 and 25, front contact 14 of relay RD, wires 26, 29 and 30, primary 9 of transformer TX, wires 32, 23 and 24, back to secondary 11 of transformer G. It follows that the rails of the cross-over are supplied with alternating train controlling current by transformer TX when relay RD is energized but not when this relay is de-energized. 7hen the switches H of the cross-over X are reversed to permit traiiic to move from track B into track A circuit controller K is reversed and the circuit previously traced for transformer TF is interrupted. But a new circuit is now closed for this transformer from secondary 11 of transformer G through wires 18 and 25, front contact 14 of relay RD, wires 26, 29 and 31, contact 15-16 of circuit controller K, wire 21, primary 5 of transformer TF, and wires 22, 23 and 24 back to secondary 11 of transformer G. When this circuit is closed, current is supplied to primary 5 of transformer TF even though relay RF beV de-ener ized.

t will be seen from the foregoingI that if the switches of the cross-over are reversed and a train moves into section E-F this train will be supplied with train controlling current between point E and switchV HD from transformer TF provided relay RD is energized. As the train moves into sub-section P--S of the crossover, it receives train controlling current from transformer TX, and when the train leaves the cross-over and proceeds along section C-D, it receives train controlling current from transformer TD. It follows that, so far as trafiic conditions in advance of points D and F are concerned, the supply of train controlling current to the train when the switches of the cross-over are reversed is controlled solely by relay RD and that the train is supplied continuously with train controlling current as it moves from one section to the other over the cross-over if this relay is energized.

Referring now to Fig. 2,' the apparatus is similar to that shown in Fig. 1 except that the primary 9 of transformer TX is connected with the rails of section CD adjacent the switch HA instead of receiving energy direct from transformer G over a contact of relay RD. Transformers TF and TD are controlled in the same manner as in Fig. 1. When the transformer TD is supplying train controlling current to section C-D, current flowing in primary 9 of the transformer TX causes a similar current to be supplied to the rails of section P-S by secondary 8 of this transformer. The operation of the apparatus is similar to that described in connection with Fig. land will be understood from the drawing without further explanation.

Referring now to Fig. 3, the cross-over X is divided into two sub-sections P--Q and (Q7-S. The upper rail 1 of subesection Q-S is constantly connected with rail 1a of section C-D at the frog 38 of the switch HA. The rail 1EL of sub-section Q-S is connected, adjacent the exit end of the sub-section, with rail 1 of section {JL-D by means of a conductor 35. It will therefore be plain that when section C-D is being supplied with train controlling current from transformer TD, this current will flow through the rails of subsection Q-S so that a train occupying this sub-section will be supplied with train controlling current.

The circuit controller K, in addition to contact 15, carries two other contacts 33 and 34, arranged to be closed only when the switches of the cross-over are reversed. W'hen Contact 33 is closed the left-hand end of rail 1 of subsection Q, S is connected with the righthand end of rail 1a of sub-section P-Q, and when contact 34 of circuit controller K is closed the left-hand end of rail 1 of sub-section Q-S is connected with the right-hand end of rail 1 of sub-section P-Q. In eX- plaining the operation of the apparatus I will assume that relay RD is energized and that the switches of the cross-over are reversed. Contact 15-17 of circuit controller K is therefore open so that the circuit for transformer TF is interrupted. A train in section E--F between E and HD is supplied with train controlling current under these condi tions from transformer TD, this current flow ing from the right-hand terminal of secondary 4 of transformer TD, through reactance 7, rail l of section C-D, conductor 35, rail 1 lli) `transformers TF same manner as in Figs. l and 2, but the exit of sub-section Q-fS, contact of circuit controller K, rail `la of sub-section P-Qto [the frog 3'? ofen/itch H, thence through rail l of section E-F to the Wheels and axles of the train into rail la of section E-F; from this rail the current returns through conductor 36, rail l of `sub-section P-Q, con-- tact S/l of circuit controller l, rail l of subsection Q--S to the lfrog 38 of a switch; llA and thence by railla of section CWD, battery LD and resistance 6 to the secondary 4 of transformar TD. It follows that as a train proceeds' through the cross-over and along section C-Dit is supplied with train controlling current from transformer TD, but that should relay RD become cle-energized the sup-- 4ply of train controlling current to the rails Would be interrupted.

In the modification illustrated in Fig. l

3 and TD are controlled in the ends of the rails of sub-section iiD-Q are con- `nected with the rails of section E-F by means of conductors il and insulated joints 2 are inserted in the rails l and laL of section E-F immediately to the right of `frog 37 of switch HD, and a small impedance is connected across each such insulated `joint 2a. The potential drop created inthe impedances l() by train controlling current flowing in the rails of section E-F Vis effective to cause train controlling current to flow in the rails of sub-section lD--Q when a train moves through the cross-over. lilith `the arrangement of apparatus illustrated in this view a train is continuously supplied with train controlling current as it proceeds through the cross-over providedrelay RD is energized.

Referring non7 to Fig. 5, the cross-over is divided as in Figs. 3 and fl into sub-sections P-O and The auxiliary transformer TX has its secondary d connected across the rails adjacent the right-hand end of sub-section lil-TQ. The primary circuit for this transformer may be traced from secondaryll of transformer G", through Wires `the apparatus l Will first assume that the switches ofcross-over X occupy their normal positions, and that relays RF and RD are energized. Under these conditions transformo i l [l r W er l is deenergized and transrormers l. and TD are energized. Train controllingv current therefore supplied to the rails of sectionC-D by transformerl TD and .to the rails tion flows through the frog 37 of the switch l-lD and the conductor 86 into rails of section E-Fso that a train occupying the portion of the track between point E and point P in the cross-over is supplied with train control-B0 ling' current from transformer TX Als this train moves into sub-station P-Q the train is still supplied With train controlling current from transformer TX. As the train moves through sub-section Q-S and into section C--D to the right of switch HA the train is supplied with train controlling current by transformer TD.

It should be pointed out that in each of the several arrangements of trackway apparatus herein shown and described, train controlling current is supplied to the rails of the cross-over under the control of traffic conditions in advance and that the control of the train istherefore continuous in passing stood that various changes and modifications Amay be made therein Within the scope of the appended claims Without departing fromthe spirit and scope of my invention. y

v Having thus described my invention What l claim is l. In combinatiomtvvo parallel sections of railway track connected by a. cross-over having its rails divided to form a forward and a rear sub-section, the rails of said forward sub-section being connected with the rails of one of said sections, `means for at times supplying train controlling current to the rails of each said section, and means responsive to the posit-ions ofthe switches of said cross-over for at times supplying train controlling current to the rails` of said rear sub-section.

2. In combination, a right-hand and a lefthand section of railway track, a cross-over Connect-ing said 'sections and divided to form a forward and a rear sub-section, means for at times supplying train controlling current to each said section, conductors for connecting the rails `of each section with the .rails of leo ' the adjacent sub-section adjacent the exit end of such sub-section, an insulated joint inserted in one rail of one said section between the adjacent the exit end of the sub-section in such manner that a train occupying said subsection is supplied with train controlling current from a. point in advance of the train.

4. In combination, a section of railway track provided with a track switch, a subsection of track connected with the switch, means for at times supplying train controlling current to the rails of said section, an

vinsulated joint in one rail of said section, a

resistor connected across said joint, and means for applying along one rail of said subsection the potential drop created in the re sistor by the train controlling current to cause train controlling current to {iow in the rail Vof the sub-section.

5. In combination, a section of railway track provided with a track switch, a subsection of track connected with the switch, means for at times supplying train controlling current to the rails of said section, a conductor for connecting the'rail of said section which includes the switch frog to the rail of the sub-section which includes the switch frog adjacent the exit end of the sub-section, an insulated joint in such rail of the section between the frog and the point of connection of said conductor, and a resistor connected across said joint.

6. In combination, a section of railway track provided with a track switch, a sub-section of track connected with the switch, means for at times supplying train controlling current to the rails of said section, two insulated joints one in each rail of the section in advance ot the switch, a resistor connected across each said joint, and means for connecting the exit ends of the rails of said sub-section with the rails respectively of said section at points in advance of said joints.

7. In combination, two parallel railway tracks A and B along which traffic normally moves in the same direction and divided to form sections C-D and E-F respectively, a crossover leading from section E-F of track B to section C-D of track A, and means for supplying train governing current to thev rails of said crossover under the control of traHic conditions in advance of section E-F or traflic conditions in advance of section C-D according as the switches of the crossover are in normal or reverse positions.

8. In combination, two parallel railway tracks A and B along which traffic normally moves in the same direction and divided to form sections C-D and E-F respectively, a crossover leading from section E-F of track B to section C--D of track A and divided into a forward and a rear section, means controlled by traiiic conditions on track A in advance oit section C-D for supplying train governing current to the rails of section C-D and of the lorward section of said crossover, and means for supplying train governing current to the rails of section E-F and of the rear crossover section under the control of traiiic conditions on track B in advance of section Il-F or under the control of traiiic conditions on track A in advance of section C-D according as the switches of said crossover are in normal or reverse positions.

9. In combination, two parallel railway tracks A and B divided into sections C-D and E-F along which traiic normally moves in the same direction, a cross-over leading from section E-F into section C-D, means controlled by traiiic conditions on track A in advance ot section C-D for connecting a source of train controlling current across the rails at the exit end of said section, and means for connecting a source of train controlling current across the rails at the exit end of section E-F under the control of trailic conditions on track B or on track A in advance of said sections according as the switches of said cross-over are in normal or reverse positions.

l0. In combination, two parallel railway tracks A and B divided into sections G--D and I-F along which tralic normally moves in the same direction, a cross-over leading from section E-F into section C-D, a transformer TD having its secondary connected across the rails at the exit end of section C-D, a transformer TF having its secondary connected across the rails at the exit end of section E-F, means controlled by traiiic conditions on track A in advance of section C-D for supplying train controlling current to the primary of transformer TD, and means for supplying train controlling current to the primary ot transformer TI" under the control of' trailic conditions on track B in advance ot section E-F or under the control of tra-flic conditions on track A in advance of section C-D according as the switches of said cross-over are in normal or reverse position.

11. In combination, two parallel railway tracks A and B divided into sections C-D and along which trafiic normally moves in the same direction, a cross-over leading from section IG-F into section C-D, a transformer TD having its secondary connected across the rails at the exit end of section C-D, a transformer T1" having its secondar connected across the rails at the exit end ot section B-F, a track relay connected with the rails of each track in advance of said sections, a source of train controlling current,

a circuit controller operated by one ofthe switches of said cross-over and having a normal and a reverse position corresponding to the normal and reverse positions of said switch, a circuit for the primary of transformer TD including said` source and controlled by said relay for track A, a circuit for the primary of transformer TF including` said source and said circuit controller in its normal position as well as a front contact of the relay for track B, and a second circuit for the primary of transformer TF including said source and said circuit controller in its reverse position aswell as a front contact of the relay for track A. t

12. In combination, two parallel railway tracks A and B divided into sections C-D and E--F along which trailic normally moves in the same direction, a cross-over leading from section E--F into section C-D, and means for connecting a source of train controlling current across the rails at the eXit end of section lil-F under the control of traffic conditions on track B or on track A in advance of said sections according as the switches of said cross-over are in normal or reverse positions.

18. In combination, two parallel railway tracks A and B divided into sections C-D and E-F along which traffic-normally moves in the same direction, a cross-over leading from section lil-F into section (3 1), a transformer `TFhaving its secondary connected across the rails at the eXit end of section l-n, and means for supplying train coni in, the same direction, a cross-over leading from section 'EMF into section C-D, a transformer TF having its secondary connected across the rails at the exit end of section lil-R a track relay connected with the rails of each track in advance of said sections, a.

source of train controlling current, a circuit controller operated by one of the switches of said cross-over and having a normal and a reverse position corresponding to the normal and reverse positions of said switch, a circuit for the primary of transformer TF including said source and said circuit controller in its normal position as well as a front contact of the relay for track B, and a second circuit for the primary of transformer TF including` said source and said circuit controller in its reverse position as well as a front contact of the relay for track A.

15. ln combination, two parallel railway tracks A and B divided into sections `CV--D and E-F along which traffic normally moves in the same direction, a cross-over leading from section E-F into section C-D, means controlled by traiiic conditions on track A in advance of sections C--D for connecting a sonrce of train controlling current across the rails at the exit end of said section, means for connecting a source of train controlling current across the rails at the exit end of section E-F under the control of traffic conditions on track B or on track A in` advance of said sections according as the switches of said cross-over are in `normal or reverse positions, and means operating when the switches of said cross-over are reversed for supplying train controlling currentto the rails of said cross-over under the control of traffic conditions on track A in advance of section (1 -D.

16. In combination, two parallel railway tracks `A and B divided into sections C-D and EF along which trafiic normally moves in the same direction, a cross-over leading connected across the rails at theeirit end of section Elf-F, means controlled by traffic conditions ontrack A in advanceof section C-D for supplying train controlling current to the primary of transformer TD,means for supplying train controlling current to the primary of transformer TF under the control of traffic conditions on track B inV advance of section E-F or under the control of traffic conditions on track A in advance of section C-D according as the switches of said cross-over are in normal or reverse position, and means operating when the switches of said crossover are reversed for supplying train controllingcurrent to the rails ofsaid cross-over under the control of traffic conditions on track A in advance of section C-D.

17. In combinatiointtwo parallel railway tracks A and B divided into sections C-D and E-F along which traffic normally moves in the same direction, a cross-over leading from section E-F intovsection C-D, a trans-` former TD having its secondary connected across the rails at the exit end ofsection C-D, a transformer' TF having its secondary connected across the rails at the exit end of section l-F, a track relay connected with the rails of each track in advance of saidsections, a source of train controlling current, a circuit controller operated by one of the switches of said cross-over and having a normal and a reverse position corresponding to the normal and reverse positions of said switch, a circuit for the primary of transformer TD including` said source and controlled by -said relay for track A, a circuit for the primary of transformer TF including said source and said circuit controller in its normal position as well as a front contactof the relay for track B, a second circuit for the primary of transformer TF including said source and said circuit controller in its reverse position as well as a front Contact of the relay for track A, and means operating when the switches of said cross-over are reversed for supplying train controlling current to the rails of said cross-over under the control of traliic conditions on track A in advance of section C-D.

18. In combination, two parallel railway tracks A and B divided into sections C-D and vE--F along which traiic normally moves in the same direction, a cross-over leading from section E-F into section C-D,

' means for connecting a source of train controlling current across the rails at the eXit end of section E-F under the control of trafiic conditions on track B or on track A in advance of said sections according as the switches of said cross-over are in normal or reverse positions, and means operating when the switches of said cross-over are reversed for supplying train controlling current to the rails of said cross-over under the control of trafiic conditions on track A in advance of section C-D.

19. In combination, two parallel railway tracks A and B divided into sections C-D and E-F along which traine normally moves in the same direction, a cross-over leading from section E-F into section C-D, a transformer TF having its secondary connected across the rails at the exit end of section E--F, means for supplying train controlling current to the primary of said transformer under the control of traliic conditions on track B in advance of section E-F or under the control of traffic conditions on track A in advance of section C-D according as the switches of said cross-over are in normal or reverse position, and means. operating when the switches of said cross-over are reversed for supplying train controlling current to the rails of said crossover under the control yof traic conditions on track A in advance of section C-D.

20. In combination, two parallel railway tracks A and B divided into sections C-D `and E-F along which traffic normally moves in thesame dlrection, a cross-over leading from section E-F into section C-D, a transformer TF having its secondary connected across the rails at the exit end of section E-F, a track relay connected with the rails of each track in advance of said sections, a source of train controlling current, a circuit controller operated by one of the switches of said cross-overand having a normal and a reverse position corresponding to the normal and reverse positions of said switch, a circuit for the primary of transformer T F including said source andsaid circuit controller in its normal position as well as a front con tact of the relay for track B, a second circuit HERBERT A. IVLLACE. 

